2024 Hyundai Kona & 2024 Land Rover Defender 130 Outbound

Hi, I'm John Davis and this is MotorWeek !

We'll start in a small SUV with big potential, the all-new Hyundai Kona... Then we're straining out the facts on a "Your Drive" fluid flush... FYI reporter Stephanie Hart takes us behind the scenes at Bentley... And we'll end up in a British icon, the Land Rover Defender Outbound.

So come drive with us, next!

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JOHN: We've now reached the point in time where instead of integrating electric drivetrains into existing internal combustion vehicles, carmakers are engineering new platforms for electric propulsion first and then adapting them to ICE drivelines.

And that's exactly what Hyundai has done with this new Kona.

So, let's see what this approach means for this small, already appealing, SUV.

♪♪ In the music industry, an artist's second album is always the hardest.

After all, they've had their entire lifetime to write the first one, but only a few short months to try to recreate that magic a second time around.

All that to say, after being a bit of an unexpected runaway hit, the Hyundai Kona now turns to a second generation, and Hyundai is looking to avoid the sophomore slump with a bigger and better 2024 Kona.

Everything about its new interior is great and really up to date.

There's plenty of tech on display with side-by-side screens for driver info and infotainment.

The 12-inch central touchscreen is standard on all Konas; the 12-inch gauge display is optional in SEL, standard in Limited and N Line, which also get Bose premium audio and a sunroof.

Here in our N Line tester, the only thing that feels remotely entry-level is perhaps the front seats that some of our drivers found hard to get comfortable in.

As we mentioned at the top, the Kona was designed to be an EV first and then adapted for gasoline powertrains, so it really does have an EV vibe to it, even sharing things from Hyundai's IONIQ EV lineup like the shifter.

It also makes for more usable space inside, especially for rear seat passengers.

Plus, there's 25.5 cubic-feet of cargo space behind, maxing out at 63.7 cubic-feet with rear seatbacks folded.

The looks are much improved outside; same overall shape as before, but Hyundai has gone edgier, again reflecting their clean IONIQ EVs.

It's also more than 5-inches longer, with a 2.3-inch wheelbase stretch, and it sits an inch wider too.

Sporty N Line gets unique front and rear fascias, along with body-color cladding, big rear spoiler, dual exhaust tips, 19-inch alloy wheels, and unique badging.

The N Line also comes with the top internal combustion engine; Hyundai's familiar 1.6-liter I4 turbo with 190-horsepower and 195 pound-feet of torque, working with an 8-speed automatic.

A carryover 147-horsepower naturally aspirated 2.0-liter I4 and CVT combo is the standard, and more than adequate for most folks.

All-wheel drive is available with all ICE Kona's, at any trim level.

As for EVs, the also new front-drive full battery Kona Electric is already on sale in some states, with multiple power offerings and a top range of 261 miles.

We'll test it soon.

Our current ICE Kona N Line was sporting the HTRAC all-wheel-drive setup, which we put to good use at Mason Dixon Dragway.

And, there was indeed great grip off the line, which made for drama free launches; power from the tiny turbo was a little slow to arrive, but once we got rolling it really started to pour on, taking us to 60 in 7.6-seconds.

Despite that small hard-working engine, overall, powertrain operation was surprisingly quiet and smooth; perhaps a little too smooth when it comes to the transmission, as shifts were sluggish with noticeable drop off in power.

Our best quarter-mile time was 15.8-seconds at 90 miles-per-hour.

The wider track and longer wheelbase definitely provided more stability in our handling course; suspension and steering were both quite firm, offering lots of feedback and quick response.

While N Line is more of a trim package than a full N performance version, all-wheel drive Konas do come with a multi-link rear suspension setup, an upgrade over the standard torsion beam.

We did find some understeer near the car's limits, but we were carrying quite a bit of speed by that point, and easily able to maintain momentum.

Despite a soft brake pedal with very little feedback, things were working just fine at the brake's business end with consistent and fade-free stops of 111-feet from 60 miles-per-hour.

Government Fuel Economy Ratings with the turbo engine and all-wheel drive are 24-City, 29-Highway, and 26-Combined; we averaged a great 28.5 miles-per-gallon of Regular.

But, that's still an average Energy Impact Score; 11.4-barrels of oil annually, with 5.6-tons of CO2 emissions.

Pricing starts at $25,435 for SE trim; range topping Limited begins at $32,985, with this sporty looking N Line just below at $31,985.

If you're not loyal to one particular brand, sifting through all the available small crossovers can be a daunting task.

But, if you're looking for something that's roomy, tech-savvy, and more fun to drive than it should be, we'd suggest looking at the 2024 Hyundai Kona.

By designing an EV chassis that's capable of powering its way through this transitional powertrain period we're in with a gasoline engine, Hyundai has made sure that the Kona is no one-hit wonder.

♪♪ JOHN: Ultra-luxury British vehicle builder Bentley Motors has ambitious plans to be all-electric by the end of the decade.

However, you can't truly look at the future without examining the past and present.

So, Bentley invited our own Stephanie Hart to England to explore Bentley's new Heritage Garage and their world-famous production facilities in Crewe.

♪♪ STEPHANIE HART: I'm here in the UK at Bentley's headquarters in Crewe.

Four-thousand people are employed here and all five of Bentley's models are produced here.

I'm gonna take you behind the scenes and show you how it's done.

But first I'm gonna take you back in time.

Bentley's stunning new Heritage Garage shows off the most historically significant Bentley models from the last 100 plus years.

Every decade of Bentley is represented.

There are 45 cars in the collection, 37 road cars and 8 race cars.

All of the vehicles here are maintained in full running order.

This collection provides a clear picture of where the Bentley of today comes from.

Starting with the oldest Bentley on the planet.

It was built in 1919 by Bentley's founder W.O.

Bentley.

MIKE SAYER: What he wanted to combine was a car that was suitably quick, so had performance, could be driven a long way without tiring you out, and was comfortable.

And that's true of every single car that's been made by this company ever since.

STEPHANIE: So now we're taking a look at the 1930 8-liter.

Tell me a little bit about this vehicle.

MIKE SAYER: So this is one of the most special cars that we own.

This was W.O.

Bentley's masterpiece.

This was the car which he was most proud.

It was the one where he thought, perfectly linked performance and luxury and grand touring.

STEPHANIE: The Mark 5 Corniche is my favorite in the collection.

It's a one of one.

Tell me a little bit more about this amazing vehicle.

MIKE: So, there are three key lines on here that still define the modern Bentley of today and they are this very pronounced rear hunch here, the slope of the roof line at the back... STEPHANIE: Beautiful.

MIKE: And then this very pronounced front power line that flows from the top of the front wheel and then blends into the side of the car.

STEPHANIE: Gorgeous, very elegant.

MIKE: This is our 1991 Turbo R, another important turning point in Bentley's history.

This is the car that changed Bentley's fortune, so it caused a complete reversal.

Suddenly, Bentley was outselling Rolls Royce.

Bentley got its performance credentials back and it was the start of a rebuild of the brand all the way to where we are today.

STEPHANIE: One of cheesiest feature on this vehicle is the horn.

Let's test it out... [horn blares] and there's another sound... [deeper horn blare] two options.

It was captivating experiencing the Bentley DNA from the last 100 years or so, up close and personal.

Just beyond the Heritage Collection, my Crewe visit continued inside the Factory.

About 14,000 cars a year are produced here.

And production here is carbon neutral and sustainability prioritized.

WAYNE BRUCE: The veneer that we use from our trees comes from fallen trees, but we've introduced new more sustainable finishes which are proving very popular.

STEPHANIE: As I explored, I learned fine craftsmanship, engineering expertise and cutting edge technology make each luxury vehicle special.

GARY LAZENBY: A normal day at Bentley is 80 cars being processed through here.

All of these are inspected by- by eye, by a colleague.

STEPHANIE: It's amazing to watch as a raw piece of material is transformed into a gorgeous finished product.

A personal touch contributes to Bentley's reputation as the most sought-after luxury car brand in the world.

CRAFTSPERSON: So over, under, and through.

STEPHANIE: As I learned, cross-stitching a Bentayga can be very relaxing and rewarding.

One-on-one interactions and customization options are truly limitless over here in Mulliner, which is Bentley's personal commissioning division.

BEN LINDE: This is where we came from and its recreating that.

It's, um... it's exciting for the customers in one way.

Next door is where we want to be going to.

So, we use the Bacalar and the Batur as platforms for technology, for materials... to really stretch the Bentley brand into the future.

STEPHANIE: That future is on a fast track, as Crewe evolves to produce 100-percent fully electric vehicles by 2030.

MATTHIAS RABE: Basically, we are creating the biggest product offensive Bentley ever had.

This five and five; that means five new electric cars uh, in five years, and I can promise you it will be absolutely pure Bentleys.

STEPHANIE: Evolving from the world's largest producer of 12-cylinder petrol engines to having no combustion engines at all requires Bentley to re-invent itself as the most sustainable luxury car company in the world.

And after visiting Bentleys headquarters in England, it's clear to me it's achievable as Bentley is on top of its game.

JOHN: We all know our vehicles depend on sophisticated fluids in order to stay running right, and we also know that those fluids need a thorough flushing eventually; but when and how?

Well, Audra Fordin syphons out the answers on MotorWeek's "Your Drive."

♪♪ AUDRA FORDIN: The list of vital fluids found in your vehicle is a long one.

Instead of showing you how to replace each one, I want review some of the fluids you need to keep in mind and how often you need to replace them.

Just about everyone knows you need to replace your motor oil on a regular basis.

Well, we've shown you how to change motor oil before, so instead I want to talk about frequency.

The rule of thumb used to be every 3,000 miles, but now with synthetic motor oil, we're seeing 5,000 and even 10,000 mile intervals.

I personally recommend doing every 5,000 miles, but like almost every maintenance-related thing, check your owner's manual to be sure.

And now, let's talk about some of the forgotten fluids, like your coolant, your brake fluid, transmission fluid and differential.

Starting under the hood.

You can typically refill your engine coolant right here at the plastic reservoir.

Same with your brake fluid.

What you need to know is that the systems are in sealed units, so you should not need to top them off.

If you do see the fluid is low, follow the embossed maximum line on the reservoir container to make sure to not overfill, and do be sure to check for leaks.

A simple top off of fluid is one thing, but a full flush of either system will require a proper bleeding.

Bleeding is when we remove pockets of trapped air from the flushed system.

Now you can imagine why this is so important.

Air in your coolant lines can make your engine overheat.

Air in your brake lines gives them less stopping power: A spongy feel to the brakes, and in some cases, you could actually lose your brake pedal because the air compresses and transfers less energy to the calipers at each wheel.

Now, in the case of your brakes, you could consider using a bleeding tool like this.

You're going to add fluid, open the bleeder valve, pump the brakes, and repeat until there are no air bubbles left in the hose.

Moving underneath the car, two of the big fluids to consider are transmission and differential.

Over time, the fluid inside the system starts to pick up debris and it also breaks down from the heat, which is affecting its ability to keep things running smoothly.

Some manuals say to replace the fluid at 50,000 miles, while some recommend up to 100,000 miles.

Follow the specifications in your manual.

For the transmission, this frequency can depend on whether you drive a manual or an automatic; or if you're hauling or towing a heavy load; and this will also determine which fluid you're going to use.

Now, unlike some of the other parts we talked about, a transmission flush often requires a special pump, like this, where you will remove the fluid and then pump it back into the unit.

Differentials, well, they're a little less tricky.

They typically have an inlet and an outlet plug.

Just drain from the bottom, fill the top, and then you are good to go.

Word to the wise: before you swap any fluids on your car, make sure you can remove the refill plug.

Not only does this help flow, but it guarantees you'll be able to put in more fluid.

New fluid is better than used fluid, but used fluid is better than no fluid.

If you have any questions or comments, reach out to us right here, at MotorWeek .

♪♪ GREG CARLOSS: Time for an update on our 2023 Acura Integra long-term.

We've been driving it for 10-months now, racking up 19,500 enthusiastic miles along the way.

Why do we love it so much?

Well, it has a way of turning even the most mundane driving chore into a delightful adventure.

The well-balanced chassis does indeed allow for spirited blasts down your favorite backroad; yet combined with the great front seats, is equally adept at delivering terrific comfort when sitting in traffic or eating up highway miles.

While unique in the segment, the Integra's 5-door shape not only boosts practicality, but provides a direct connection to the original Integra which helped launch the Acura brand back in 1986.

The current Integra's 1.5-liter turbo-4 delivers 87 more horsepower than that original, yet has also provided us with good fuel economy.

Our current average sits at 34.3 miles-per-gallon of premium, down slightly from last report.

It's hard to keep us out of the driver's seat of our Integra, but our latest addition will try to do just that, this 2024 Volkswagen Tiguan.

This "larger than compact" SUV arrived in range-topping SEL R-Line, offering a cozy commuter experience with leather seating, a Fender sound system, and a 10-and-a-quarter-inch digital gauge panel.

Under the hood is a 2.0-liter turbo-four, making 184 horsepower and 221 pound-feet of torque.

Although all-wheel drive is optional on most trims, it's standard on our SEL R-Line.

We've gotten over the fact that R-Line trim doesn't add any performance to the Tiguan because it's already good as-is.

The engine is torquey and even though the steering is relatively light, it still feels quick and accurate.

So, there's really no need to mess with a good thing.

Tiguan styling is tidy and business like, making it a great choice for those who like to express their practicality.

We'll see how much attention it grabs over its month long stay with us.

But first, an update on our Kia EV6 GT on the next MotorWeek Long-Term Road Test Update!

♪♪ STEPHANIE: Recent spy photography has spotted upcoming changes for the Ford Bronco Sport.

And it starts on the inside.

These pictures show a larger infotainment screen.

The surrounding dash is covered, but likely updated as well.

Outside, new wheels and tires suggest the possibility of an updated off-road trim.

Exterior camo hides what's likely a meaningful facelift for this popular product.

And Cadillac's upcoming Optiq EV was seen unwrapped in the wild.

Practically no camo, fully flaunting the Lyriq-inspired design.

We also get a closer look at the louvered rear glass, hiding the D-pillar.

The Optiq is poised to be an entry-level notch in GM's growing EV portfolio- and from the looks of things, it will be an attractive one at that.

JOHN: If you own a Land Rover, you either have big plans for off-road adventures, or at least, you want to look like you do.

Since giving the Defender a major reboot for 2020, Land Rover has been expanding its profile with multiple lengths, new powertrain options, and packages to make it more adventure-ready than ever.

Which brings us to their latest offering, the Defender 130 Outbound.

♪♪ The Land Rover Defender's global reputation for off-road performance is well-founded and well-deserved.

But here in America, Jeep Wranglers are a much more common sight on the trail, with Land Rovers sticking more to the paved territories of high-end shopping malls and gated communities.

So, for 2024, Land Rover has a new Outbound package for their Defender 130 that is sure to attract attention no matter what surface its rolling on.

The Defender 130 arrived last year of course, adding length for passengers and cargo while still using the 110's 119.0-inch wheelbase.

Those that head Outbound will notice the biggest change in the rear side glass, which has been replaced with body-color panels, so you can mount accessories like cargo cases or even a ladder for reaching the roof rack.

Other Outbound upgrades include a matte finish for the bumpers and exterior trim, plus, 20-inch black alloy wheels with all-terrain tires.

To this point, a third row has been standard in the 130, but Land Rover assumes those that are Outbound will want that space for provisions; so just 5-passenger seating here, but a great 46.9 cubic-feet of cargo space in back, expanding to 88.9 cubic-feet with the rear seatbacks folded.

Additional storage nooks are integrated into the space, along with added tie down points, and a new cargo net.

The interior is a mix of rugged and refined, with exposed bolts, rubber flooring, durable Resist fabrics, and Robustec trim.

Though leather is available, and it ultimately remains a very luxurious experience, with loads of premium features like wireless phone charging, ambient lighting, big sunroof, and Meridian premium audio.

All Outbounds are fitted with Land Rover's P400 mild-hybrid 3.0-liter inline-6 outputting 395-horsepower and 406 pound-feet of torque.

As in all Defenders, all-wheel drive is standard; Outbounds also getting a 2-speed transfer case.

There was plenty of gusto from that drivetrain to quickly get us rolling off the line, with power delivery arriving seemingly at the snap of a finger or tap of the throttle.

We hit 60 in 6.5-seconds.

Power did seem to plateau once we were up to speed, with steady delivery for the remainder of the quarter-mile.

Shifting in the 8-speed automatic transmission was a little slow, but even with the aggressive tread pattern of the tires, things were very calm and quiet inside the cabin.

Our best time was a 14.9 at 93 miles-per-hour.

The soft suspension and off-road nature of this rig made for substantial nosedive and not a lot of feedback through the pedal in our braking runs, but no complaints about stops averaging a good 119-feet from 60.

While the Outbound is not outfitted for navigating through a cone course with exceptional agility, the long and wide platform provides plenty of stability for all surfaces.

Now, what this Outbound is designed for is conquering non-paved territory and looking super-cool while doing it.

Here in our section of the Mid-Atlantic, that means mostly mud and rocky trails, all of which were no match for the Outbound.

It's a big and heavy rig, so it's more adept at driving over and through things, not nimbly navigating around them.

But there are so many cameras and off-road specific driving aids, that Land Rover's skillful computer programmers have already done most of the hard work for you, making it all a mostly stress-free affair.

Outbound pricing starts at $85,975 which is only about 15-grand over a base Defender 130, but there are still various packages and plenty of standalone options to add from there.

There's no telling how many 2024 Land Rover Defender 130 Outbounds will actually head outbound.

But no matter where it does venture, it is bound to turn plenty of heads, as without a doubt, it's the coolest looking Land Rover you can buy.

Well, that's our show, I hope you enjoyed it.

Now, for more MotorWeek , including daily news updates, podcasts, and even complete episodes, cruise on over to PBS.ORG/MOTORWEEK.

And I hope you'll join us next time, for MotorWeek's 2024 Drivers' Choice Awards.

We'll reveal our top picks for the best cars, trucks and utilities, including our overall "best of the year."

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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Learn more at AutoValue.Com and BumperToBumper.Com.

TireRack.Com is proud to support MotorWeek !

First, there was the wheel.

Then, the tire.

"We'll call it TireRack."

Forty years later, we're not slowing down.

♪ ♪ This program was produced by Maryland Public Television, which is solely responsible for its content.

(engine revving) ♪ ♪ You're watching PBS.